Friction-clutch



No. 779,097. l PATENTED JAN. 3, 1905. R. M. PHILLIPS.

FRICTION CLUTCH.

APPLICATION FILED MAR. 17,1903. n

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l ATTORNEY4 PATENTED JAN. 3, 1905,.

R. M. PHILLIPS. FRIGTION CLUTCH.

APPLIOATION FILED MAB. 17, 1903.

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If w g ry lmm INVENTOR WITNESSES PATENTED JAN. 3, 1905.

`R. M. PHILLIPS.

FRIGTION CLUTCH.

APELIGATIUN FILED MAR.17,1903.

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INVENTOR WITNESSES fwn'w,

ATJTORNEY UNITED STATES Patented January 3, 1905.

PATENT OFFICE.

RALPH M. PHILLIPS, OF JAMESTOVVN, NEW YORK, ASSIGNOR TO THOMAS HENRY SMITH, OF JAMESTOWN, NEW YORK.

FRICTION-CLUTCH.

SPECIFICATION forming part of Letters Patent No. 779,097, dated January 3, 1905.

Application iiled March 17, 1903. Serial No. 148,214.

To LU whom, it Ina/,zj concern:

Be it known that I, RALPH M. PHILLIPS, a citizen of the United States, and a resident of Jamestown, in the county of Chautauqua and State of` New York, have invented a new and useful Friction-Clutch, of which the following, taken in connection with the accompanying drawings, is a full, clear, andv exact description.

The clutch mechanism herein shown and described is an improvement on the mechanism shown in the United States Patents Nos. 673,888 and 673,924, of Hay 14, .1901, and the English Patent No. 5,671 of 1901.

The objects of improvement are, first, the enlargement of the frictional surface for the friction-blocks by the use of three frictionblocks which cover nearly the entire inner circumference of the shell; second, to make the expansion radial in all directions and equalize the pressure on all parts of the shell; third, to accomplish the expansion by the use of three worm-gears, three screws, and three wedges, instead of two vworm -gears, four screws, and two wedges, as in my former construction, the effect of the new combination being a better equalization of the force of the worm and a consequent increase inthe grip of the clutch; fourth, to provide a simple and effective starting device for the worm which will not be in operation when the parts are out of line, and, iifth, to so construct the parts that they can be made more simple and at a reduced cost.

In the drawings, Figure 1 is a plan View of the expanding mechanism with the face-plate of the shell removed. Fig. 2 is an elevation at line X X in Fig. 5 of the worm, face-plate, and starting and stopping mechanism. Fig. 3 is a sectional view of the shell and starting mechanism and an elevation of the inner parts of the clutch with one friction-block removed. Fig. 4 is a plan view of the inner edge of one of the friction-blocks. Fig. 5 is a side elevation of clutch and starting-lever and brake. Fig. 6 is an elevation of the inner side of the clamping-ring and inner end of worm, showing method of attaching the ring to the worm. Fig. 7 is a detail pattern of clamping-ring.

, Similar numerals refer to corresponding parts of the several views.

The driving-train of my clutch is composed of the power or driving shaft 10 and the shell 11 with its face-plate 12'; The hub of the shell 11 is secured on the end of the drivingshaft 10 by a suitable key in key-seat 20, and the shell always revolves with the shaft. Face-plate 12 is secured to the rim of shell 11 by suitable bolts 12', which are usually placed in the joint between the two, thus locking the face-plate from turning and securing' it at the same time.

The driven train of the clutch is composed of a large disk-shaped central plate 13, the driven shaft 15, and the expanded mechanism. Central plate 13 is supported upon theend of shaft 15 by hub 14 on one side of the plate. which hub is secured to the end of the driven shaft 15 by suitable key in key-seat 15 in order that it may turn shaft 15. The adjacent ends of the driving and driven shafts usually abut upon the line of the inside of the hub of shell 11 and theend of hub 14, as shown. The other side of central plate 13 is Hat, with the exception of the three triagular projections 17. The apexes 19 of each of the three triangular parts 17 form a bearing for the inner ends of the screws 21. The three wormgears 18 are mounted on the three screws 21 to turn the same and have one end bearing against apex 19. Tedges 22 are small rectangular blocks which have a threaded opening therein forscrews 21 and work back and forth thereon.

The three friction-blocks 23 are so formed as to nearly i'lll the circle at their outer edges.

A continuous strip of wood or wood fiber is friction-blocks 23 are given the same angle of incline, which angle converges toward screw 21 at the inner end. Aprojection 26 is made on the inner edge of block 23, which has an opening' 27 cut therein on the side toward the screw in order that it may embrace the screw, and thus aid in holding the parts in line. Three coiled springs 28, one for each frictionblock, are attached at their inner end to plate 13 by pins 31, opposite the semicircular openings 29, which opening incases half the spring. Similar openings are providedin the friction-blocks, which match openings 29 and completely incase the coilsprings. The outer ends of the springs are attached to the inside of the friction-blocks by a staple 32 and draws them in whenever the clutch is released.

The face 35 of face-plate 12 is made flat and smooth to receive clamping-ring 36, the adjacent side of which is made correspondingly Hat and smooth in order that there may be frictional contact between the two faces when pressed together. This contact may be aided by the use of any frictional material, like wood liber, if desired. The flat ring has the wings 36', (see Fig. 7,) which project inwardly, and the Worm has the sectional iiange y projections 16", as shown in Fig. 5, and which fitthe openings between wings 36. In order to enter ring 36 toits normal position between flanges 16 and flange-rim 33, the inner end of worm 16 is inserted through ring 36 until wings 36' pass through the openings between flanges 16', after which ring 36 is turned until wings 36 and sectional flanges 16 intersect. Suitable pins 44 may then be inserted loosely in holes through the two parts. This looseness of pins 44 allows ring 36 a certain amount of play in order to accommodate the ends of shafts when they get out of line. Small coil-springs 37 are `placed in suitable openings in flange-rim 33 and press against the outer side of rings 36, thus causing ring 36 to always hug the face 35 of the revolving shell when in action even when the shaftsare out of line. 'Ihe grip of the clutch is thus always preserved, which will be recognized as the essential feature of a clutch.

I use a brake-bridle to start and stop'my clutch, which is composed of the two side pieces 38 38, which have the brake-blocks 39 39 and the starting-rollers 43 43 thereon and the operating-lever 41. are mounted on bent pieces which extend out over the edge of liange 33and are fastened in the blocks and side pieces of the bridle. The upper ends of the side pieces 38 are attached loosely by rivets on the angle-iron 40. The lower ends curve toward each other and are attached to the upper ends of the lever 41 one above the other to obtain leverage thereon by moving the lever to one side, as shown'in dotted outline in Fig. l, thus drawing the brakeshoes 39 tightly against the opposite sides of rim 33 and holding the` worm stationary.

The starting-rollersl Rollers 43 are placed opposite the outer edge of flange-rim 33 on opposite sides, as stated, so that by pushing the lever 4 1 toward the clutch-face pressure is brought by the rollers rupon this outer edge, and the worm is pressed inwardly.

I will now describe the operation of my clutch.

The operator when he wishes to start the clutch pushes the lever 41 in toward the face of the clutch, causing' rollers 43 to have contact with flange-rim 33 and push the worm inward and allowing ring 36 to have contact with the face 35 of the shell. rIhis contact with the revolving shell causes ring 36 to turn, which revolves worm 1,6 and worm-gears 18, and the draw of the worm on the worm-gears forces ring 36 more firmly into contact with the face 35 of the shell. The revolving of the worm and worm-gears turns the screws 21, which screws draw in the wedges 22. The drawing in of the wedges forces out friction-blocks 23 upon their tongued-andgrooved ways 25 against the revolving shell until a complete contact is made, which is attained when the worm ceases to turn and the load is carried. It is obvious that in order to work my eX- panding mechanism the shell 10 must always revolve in one direction, as shown by the arrows in Figs. 1 and 2. ,In order to release the clutch, lever 41 is pushed to the left, as stated and shown, causing brake-shoes 39 to grip the opposite sides of rim 33 and hold the worm stationary. The momentum of the other parts revolving around the stationary worm will quickly unwind the gears and screws, running out the wedges, and the springs 28 will draw in the frictionblocks and break the contact with the revolving rim. The unwinding of the worm will force it out until stopped by the set-collar 34, which set-collar is placed far enough from face-plate 12 to cause ring 36 to break contact with facev 35 of the revolving shell and be held away by iiange 16. This entirely separates the driving and driven trains of the clutch.

A peculiarity of the above-described construction is the interaction or interdraw of the worm, worm-gears, ring 36, and the revolving shell. As above described, the draw of the worm on the worm-gears forces ring 36 into touch with face 35 of the shell with suliiciently strong contact to carry the load, and when additions are made to the load whereby it would. naturally slip this interac tion of these parts causes the clutch to wind up automatically and carry the increased load, the strength of the contact increasing with the load. rI`his draw on ring 36 normally keeps the clutch in contact. The springs 37 are only to cause ring 36 to hug face 35 when the shafts are out of line and always preserve the grip of the clutch.

y It is apparent that by making my frictiona segments 23 shorter than in my former construction and adding a third segment every inch of the outer face of the segments is made effective for frictional Contact and strain, and this radial expansion equalizes the pressure on all parts of the shell-rim. It will in consequence stand a much greater pressure. Y

It is obvious that the threads on the right and left screws, as shown in my former construction, have to be cut exactly alike, and only the best grade of skilled labor can do it, and the wedges have to be adjusted exactly alike or they will bind and the expansion be unequal. My present construction has common single screws which work singly and can be adjusted independently. Such screws and the worm-gears are easily cut by ordinary dies. The rest of the parts'can be cast to exact form and chilled, thus greatly simplifying the construction and reducing the cost of manufacture. My present expanding mechanism also equalizes the weight on the shaft, so that it is the same in all positions of the clutch, and the weight cannot rest on the screws and bend or break them. Bracing radially to all parts ot' the circumference of the shell it holds the shaft true in line and prevents its dropping down.

I claim as new- A 1. In a friction-clutch, a worm, worm-gears working said worm, single screws secured in said gears tangential to the worm, wedges working on said screws,friction-blocks,a revoluble shell, and means for connecting and disconnecting said shell and worm.

2. In a friction-clutch, aworm, a centralv plate supporting three sets of expanding mechanism each composed of a worm-gear working in said worm, a screw in said gear, a Wedge on said screw, a segmental friction-block having a withdrawing spring, and a cooperating clutch-shell.

3. In a friction-clutch, a driving member consisting of a revolving shell, a driven member composed of a worm, triple sets of wormgears, screws, wedges, and segmental frictionblocks having returning-springs, said sets arranged to expand by the turning of said worm and engage said shell, a suitable central plate for supporting said expanded mechanism, and means for connecting and disconnecting said worm and shell.

4. In a friction-clutch, `a driving member K consisting of a revolving shell, a driven member composed of a worm, worm-gears in multiple working in said worm, a single screw secured in each worm-gear, a wedge working on each screw, a segmental friction block for each wedge, a returning-spring for each block, a supporting plate for said mechanism, tongued and grooved ways on said plateb locks and wedges, and means for connecting and disconnecting said worm and shell.

5. In combination with a friction-clutch havinga worm, starting and stopping mechanism composed ot' a lever, a brake-bridle attached to said lever at separate points to give a leverage-coupling, brake-shoes on opposite sides of said bridle and worm to clamp the same, and rollers on said bridle to press the worm into action.

6. In a frictional clutch, a driving train consisting of a revoluble shell, a driven train composed of a worm, triple sets of worm-gears, screws, wedges, segmental friction-blocks and returning-springs arranged to be expanded by said worm and engage said shell, means for connecting and disconnecting said worm and shell, a wood or liber friction-strip within said shell, and a brake-bridle to throw said worm into and out ot' action, substantially as and for the purpose specified.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

` RALPH M. PHILLIPS.

Witnesses:

R. S. PHILLIPS, A. W. KETTLE. 

